Gas-engine.



E. A. SPERRY.

GAS ENGINE.

APPLICATION FILED DEC.10, I892.

Patented June 8, 1915.

5 SHEETS-SHEET l.

E. A. SPERRY. GASENGINE.

APPLICATION FILED 05c. 10. 1892.

Patented June 8, 1915..

5 SHEETS-SHEET 2.

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E. A. SPERRY.

GAS ENGINE.

APPLICATION FILED DEC. 10. 1892. 7 1 1m, 5, Patented June 8,1915.

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E. A. SPERRY.

GAS ENGINE.

APPLICATiON FILED DEC. 10. 1892.

5 1 9 1 00 m J an 6 b n m D 5 SHEETS-SHEET 4.

2 l ncooeo E. A. SPERRY.

GAS ENGINE.

APPLICATION FILED DEC. 10. I892.

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Patented June 8, 1915.

5 SHEETS-SHEET 5.

NN WN Qwuemtoz 1 rinirnn era ant clarion.

ELMER A. SEEB/BY, OF CHICAGO, ILLINOIS.

GAS-ENGINE.

inclines.

Specification of Letters Patent.

Patented June 8, i915.

- Application filed. December 10, 1892. Serial No. 454,752.

the sub-class where the ignition, combustion or explosionof a charge of aerated mixture takes place after a moving part of the engine has compressed such charge, and has for its object to improve and cheapen the construction of such engines.

These improvements are shown and specified herein and particularly pointed out in the claims.

I attain these objects by devices illustrated in the accompanying drawings, in

which,

Figure 1 is a plan view partially in section; Figs. 2 and 3 are details; Fig. 4 is an elevation partially in section; Fig. 5 is a diagrammatic View; Figs. 6, 7 8 and 9 are alternative forms of cylinder groups; Fig. 10 illustrates diagrammatically one form of compressed air tank; Figs. 11 and 12 are details of valve mechanism; Fig. 13 shows the atomizer, and the governor-controlled valve; Fig. 1% is a view of fuel controlling mechanism and deodorizer'or vapor hood; Figs. 15 to are details of valve controlling mechanism; and Fig. 21 is a more or less diagrammatic view of the assembled engine, parts being shown in section.

Similar letters of reference indicate like parts throughout.

The bedplate A (Figs. l and 5) supports the crank shaft A and fiy-wheel A. The pitman B connects the power shaft A with the cross-head B, which in turn sustains the usual connection with piston-rod orpistonrods B, running back to piston C, Fig. 1. of the expansion chamber which is located in the back of casing C. In the front casing.

C" are two pistons D and D which sustain a power connection to the cross-head B preferably around by piston C and piston rods B". The joint between the two casings is shown at D, the parts being held together by cars, bolts, or in any of the well known ways. The rod E, Figs. 1 and 6, serves to join pistons D and C by a flexible joint consisting of a ball and socket at each end. Clamps E provided with bolts E serve to retain the rod in position. Pistons D and D are provided with septums F F starting from the sides of the pistons and projecting inwardly to the flexible connection E or near the same and projecting toward the rear end, leaving a space shown by the arrow F, for cooling the end of the cylinder by circulation which is preferably positive and which consists of circulating fluids through the interior of the cylinder as hereinafter set forth, or the pistons may be rigidly joined as has been found practicable. Furthermore, where high pressures are desirable for the intake and ,tank, the clearances and communication with the interior of the piston D may be dispensed with. The cylinders may be provided with the usual water jackets F". The upper portion of the water-jacket forms an evaporation chamber G which is connected to pipe G leading to the condenser G. The return pipe H contains the valve H (see Figs. a and 5) and the float valve H controlling the supply of cooling fluid from pipe H The shape of the bore of easing C may be circular, or it may consist of a barrel of any form with sides parallel to the axis so that piston C may be worked therein. Figs. 7 and 9 show how the rearward barrel may be simply a continuation of cylinders D and D with a simple connecting portion between them. Fig. 8 shows a construction where the continuations of the barrels D and D* are eccentric to the original sufficient to join at the middle portion. In each instance the piston C, Fig. 8, may be seen to conform to the shape of the barrel. The purpose and intent of this portion is to obtain an effective area in piston C which is larger than either ofthe pistons D and D, and preferably in excess of. twice the area of either of such pistons. In Figs. 1, 4, and 6, illustrating the preferred embodiment of the invention, the diameter of the piston C is more than twice that either of the pistons D and D. Hence the area of the outer or working face of piston C is more than four times that of either piston D or D. The ends of the chambers are closed by plugs 1 screwed or otherwise secured in position. Suitable provision is made in casing C for the moving I rel I (see Fig. 1) which is that portion of the rear barrel on the forward face of piston G. A stufling box 1 serves to close the duct burner (F, for heating two tubes 0 and and may be placed near the forward end of each piston-rod B. The water level in the top of the cylinder is shown at H in Figs. 5 and 6. The expansion chamber is shown at C Fig. 1, by the clearance space back of piston C. This is connected to the combustion chambers D and D by passages J by way of valves J, held to their seats by spring d which presses against the head of stems J and J. The valves may be double seated as shown in Figs. 1 and 11, the opposite sides of each valve being'in direct communication, respectively, with the exhaust chamber or conduit and the combustion chamber.

In Figs. 11 and 12 auxiliary valves J J are shown betweenthe mechanically actuated valve J and the chamber C A spring J serves to seat'these valves which work in guides J These last mentioned valves are not shown in Fig. 1, and may be omitted, not interfering with the operation of the engine.

Connecting with the expansion chamber C .is exhaust pipe K, Figs. 2, 10, and 21 by way of valve K furnished with closing spring and stem'shown at K, Fig. 2. The hot exhaust gases as they escape from the valve K pass in contact with pipe K or in close proximity thereto. This pipe K enters the combustion chamber by way of valve L, Fig. 1, and chambers L which in turn communicate with the combustion chambers D and D apertures LI. It will readily be seen that chambers L, those about the apertures L, when taken in connection with the end spaces D and D constitute a clearance space much larger than the usual compression space of the regular four-cycle engine. The discharge valve M of the pump cylinder is connected to tank M, Fig. 10, by pipe M. An escape valve M is connected to this pipe or tank. A spring M controls the escape valve and serves to regulate the pressure within the tank M as will be readily understood. Une of the induction passages, as passage N, containing valve N is'connected to the deodorizer or vapor hood N Fig. 14. This deodorizer consists of casing N which surrounds the oil or fuel conducting and controlling device, illustrated by reservoir N and more or less of the other parts of the engine. Leading from the tank M, Fig. 10, are two pipes, pipe 0, connecting with the space above the fluid level, and 0 connecting with the fluid, which is forced through pipe 0 by pressure of the air or gases upon its surface in the well known way. These pipes are respectively brought to the atomizer O, FigQlS, and also to 0 Fig. 1, by means of branches X and Y. In Fig. 13, however, the fluid may have traversed tank N as hereinafter pointed out. In Fig. l branch pipes X and Y are shown as used to supply a These tubes are separate and independently removable. About these tubes is casing which is supported on the removable cap of the cumbustion chamber. Passages L serve to connect the tubes and 0 with the chamber L. The passages L approach each other closely at point of cpmmunication with tubes 0 and U and "are provided with two limbs as shown in Fig. 1, and a deflector or diaphragm protrudes into the chamber L for the purpose of deflecting some of the gases passing valve L by way of passage L to the aperture L.

The fuel induction device shown by atomizer G is provided with the shut-ofl valve P over its aperture swinging on pivot P and provided outside of the pipe with an upwardly extending arm having the notch P which coiiperates with a finger P shown in Figs. 13 and-21. The finger P isconnected with a momentum governor consisting of weight P pivoted at P to some moving part of the engine such as reciprocating part A. A spring shown at P, Fig. 13, serves to return the valve P to its seat when released by finger P v The reservoir N Fig. 14, is provided with a float Q connected by arm Q, pivoted onlink Q to a stop valve Q shown at the end of induction pipe 0. An overflow pipe is shown at R having an aperture above the fluid level as indicated. A drain pipe It connects to the overflow pipe R. The pipes O and R pass out through the sides of the casing of, deodorizer N, to supply and drain pipes respectively. The pipes R and O are provided with valves R and B", respectively. An arm upon each valve stem connects to the link R the end of which is secured to lever R pivoted at point R". In the opposite end of thislever is a notch R cooperatingwith finger R attached to pendulum R pivoted to a reciprocating part A of the engine as shown. The moving system connected with the valves is provided with a spring 7' working in opposition to finger R. A retarding device such as a dash Dot 7' provided with plunger 1* is attached to the moving system by arm 1- connecting with the stem of valve R The operation of this mechanism will be more fully explained hereinafter.

An eccentric A, Fig. 1, upon the crank shaft connects by eccentric rod A to pin A upon the reciprocating part A from which extends an arm A connected to rod A working in guide A", Fig. 2,.by means of which the valve K is operated.

In Figs. 1 and 15 to 20, are illustrated typical'means suitable for controlling the operation of valves J. Levers 0. and a Figs. 1 and 15, are pivoted as at a, and are provided at one extremity with rollers a and a, their other extremities resting upon the valve stems J and J respectively.

A wedge-shaped contactor S for rollers a and a Fig. 1, arranged to slide transversely in the reciprocator A is attached to av connection S, Figs. 16 and 17 in the lower extremity of which is the rigid pin or actuator S, shown in dotted lines in Fig. 15 and in full lines in Fig. 16.. 'In Fig. 17 a loose pin or actuator is shown, indicated by S A sshifter S -for the contactor S is adapted to move on base S in a dovetail groove shown therein. The normal line of reciprocation of these three parts is in.

different planes or angles to each other. The shifteuS consists of two opposite and oppositely inclined plane surfaces S and S In Fig. 15 the surface S is represented as back of 'the connection S, and only the back portion of S may be seen. It will be noticed that the surface S is above a position directly opposite the surface S Two additional inclined planes S and S? are shown to the left of the. former with their active surfaces in a plane approximately at right angles thereto, the surface S being shown at Fig. 16 in full lines and, on the same side of the surface as S, but only the back of the portion containing the bearing surface S may be seen in this figure. In its movement withpart A the pin or actuator S rides on top of the surface-S and underneath the surface S. Fig. 17 is differcontactor S the roller and lever will be actuand "the inclined surface V on the other ated only every alternate stroke of the re-.'

tions of the eccentric A'*. I

An alternate form of device to accomplish alternate movements of the levers a and a is shown in Figs.'18, 19 and 20. Here the eccentric-rod A or other moving portion of engine is provided at its extremity with a loop-shaped portion U provided with an internal projection'U'. Thisprojection may be notched, as shown, and the faces" of the ciprocator A .or once for every two revolul'eversa. and a may also be beveled to prevent slip'ping. On the upper "limb of the loop-U are located the pin V atoneside side; On the lower limb under the pin V isthe surface V and upon the opposite side the pin V the corner only of which is shown in Fig. '19. A rotating stem V is suitably journaled and provided with a friction grip V adjustable by screw V. A'

spring serves to give the laterally projecting arm from this stem, shown at V an upward tendency. The reciprocating loopwhich is supporter upon and pivoted to the arm V as shown. A feather e is provided shaped'portion is connected by the block V in the rotating stem V upon which slides a,

compound lever consisting of four arms,

two upon one side of the loop .U and two. upon the other, joined by a connecting portion shown at '6. Upon either side there is a long arm and a short one. The short arm e cooperates with the inclined surface V,- 1

and the long arm 6 upon the same side'cooperates with the pin V The short arm 6 belowon the opposite side cooperates with the inclined face V on the same side, and the long arm e cooperates with pin V, be

ing shown forced along laterally on the rotating stem V and-spline thereon, to a position out of reach of the pinv V. These pins are comparatively short, necessitating only a comparatively short movement of the compound lever along on the rotating stem in either direction to avoid either one or the other of these two points. The inclined surfaces V and V serve to move this compound lever back and forth upon the rotating stem. 1

It W111 be noticed that the piston .0 ha 7 two faces, Figs. 1 and 4, the back face being toward the hot or expansion chamber C the" other face toward the pump cylinder 1.

It will be readily understood that the hood or deodorizer N, Fig. -14, couldbe connected to the induction port K Fig. 10, but the movement of the air and the negative pressures produced within the combustion chambers D and I) would be'then produced solely by movements of the pistons in these chambers, respectively. This arrangement would supply sufficient combustible for a single engine, but would not supplysulficient for a compound engine to work'u nder the most favorable conditions, Theti'ming or. determination of the order or sequence in which thesev cylinders receive influx of air is determined by the operation of thepoweractuated valves J J, this operation being governed, for example, by the controlling mechanism hereinbefore described:- I

The use and operatioi of the devices above disclosed .will readily'be understood by thoseversed in the artfrom the foregoing description. A further explanation may,

however, be stated as follows: The piston 1 rod or rods connect the power shaft to the cold side of piston C avoiding thereby the necessity of the use ofpacking against the excessively hot gases inlthe hot chambers.

Ducts I, Fig. ,6, a-reconvenientlyprovided in the'walls of the cylinder-TC. The plugs in the ends of the cylinders serve in lieu of the usual cylinder head a dall'ow the struc- 1 tur'e to involvebut one surface-fitting joint, and that one wheren'o inordinate pressure C exists. ,By means of the water-jacket and condensersystem shown, the latent heat of the water is utilized in keeping the temperature of the Walls down to a point where the lubrication will be effective. The valve 1-1", Figs. 4 and 5, aids in maintaining the circulation.

Although the engine may be driven by any liquid or gaseous fuel, yet the particular devices illustrated herewith are adapted to a liquid fuel such as gasolene or the like. When using this substance the odor has been found obnoxious. By providing the hood or vapor-collecting device connected to the intake as here illustrated, the fumes are easily made to How ofi with the air going to the engine, which air is made toflow over its reservoir, cocks, etc., thus relieving the en gine entirely of odor, fumes and attendant danger and utilizing whatever amount of heat value is contained in the vapors. When the said device is connected directly to pipe K Figs. 10 and 13, the withdrawing action or suction of the pistons D and-D is utilized to move the air to the chambers D and D Fig. l; When connected to the induction opening of pump T, Fig. 1, however, the efi'ective area on the right hand or pump face of piston C, that is, substantially the large difierence between the cross-sectional area of C and the combined cross-sectional area of D and D, is utilized to draw air in at N and expel it at M. This diflerential or pump area may advantageously be more than three times that of the working face of either of the pistons D and D, as shown in Fig. 1 in which the diameter of C is substantially two and one-half times that 0f D or D. The air thus moved by the pump may be made to follow a definite sinuous path around the baffles or diaphragms F on'its way through the hollow piston structure from the inlet valve N to the outlet valve M, thus passing in proximity to the inner or non-working facesof both the smaller or higher pressure pistons and serving to keep down their temperature. The course followed by the air is indicatedby arrows in Fig. 1.

The high ratio of the available cross-see tional area of the compressor cylinder to.

that of either high pressure cylinder renders it possible to maintain a supply of air in reservoir or tank bi under pressure such that a positive working thrust is thereby,

exerted on the high pressure pistons and hence on their cranks substantially throughouttheir respective inhalation strokesT'Tn this way is also secured high pressure of the exhaust gases from the small cylinders, the

quantity and pressure ofsuch gases being so great as to insure adequate filling of the low pressure cylinder upon expansion of the high pressure exhaust and therefore the maintenance of substantial working pressures-throughout such expansion. These results have. not been attainable heretofore in practice; and their attainment in-thepresent' instance is due in large measure to the depression in pump and oil tank M, Fig. 10,

is regulated by the escape valve M, Fig. 1, in theusualway. The air utilizedby the engine may be taken through a regenerator illustrated by pipes K and K where it receives heat from the heated exhaust gases escaping from the engine. The air pressure upon the surface of the liquid in the tank M serves to force the fluid where required,

as by way of. pipe 0 to atomizer 'O. The

vapors or volatile products rising from the oil in tank M are mingled with the air passing out by pipe 0 to the atomizer or the like, and are thus ultimately burned and utilized. The heating of the air in K by means of the exhaust gases aids the absorption by the air of the oils or vapors, especially when heavy oils are employed.

The spring shown for closing the final exhaust valve K, Fig. 2, is preferably of just sufiicient strength for. this purpose and will readily allow' the valve to automatically open when for any reason an excess of pressure exists upon the rear or outer side of the valve.

The fluid reaches the nozzle or atomizer D", Fig. 13, either by way of reservoir N=, Fig. '14,- or direct from tank M; in either case the sucking action of the air rushing past the nozzle when drawn into the combustion chambers by the suction of the rapidly receding piston in either of the said chambers D and D draws a certain quantity through the valve-controlled aperture whenever valve P will permit, the quantity being adjusted by screw 9.

T have found that the throttle 9 should be as near the orifice as possible, especially for a duplex engine or an engine Where the power strokesv are made to rapidly succeed each other. i

The mixed gases after passing valve L, Fig. 1, are partially intercepted by deflector 0 some are forced around by passages L thus bringing constantly a supply of inflammable mixture gases at the mouths of the ignition tubes 0 and. 0 Fig. 3. The sucking action of the gases at this point also servesby suction to discharge the products want of alinement of the pistons is menses of the last preceding ignition remaining within the tubes. The burner 0 may be adjusted in the usual manner either in intensity or as to different positions along the tubes.

The valve P, Fig. 13, may be automatically operated from any governing element, as by the ordinary hit or miss mechanism shown. It is desirable in the present arrangement that the opening should obtain through about one-half ofthe stroke of the engine. In Fig. 21 is diagrammatically illustrated an arrangement which may be used for operating the hit or miss mechanism controlling valve P, as well as for operating the similar mechanism controlling valves R and R An eccentric A on the engine shaft drives rod A and thereby oscillates lever A pivoted by means of link A to stationary support A. Rod A pivoted to the upper arm of the lever, reciprocates member A arranged to slide on bracket or ways A and thereby to actuate the mechanism comprising parts P1 P*, P etc, as before described. Rod A pivoted to the other arm of the lever reciprocates member A arranged to slide on bracket A and to actuate the device comprising parts R R, etc., whose operation has also been before described. The eccentric A is so disposed angularly on the shaft, and the relation and arrangement of the valve-operating parts actuated thereby is such, as to secure proper timing of the valves in question.

The eccentric A upon the engine shaft driving the reciprocating part A Fig. l, is so proportioned as to length of stroke and angular relation that the valves actuated thereby are held open through approximately one half of the stroke which is usual during an entire excursion of the piston in one direction or the other, the position of the eccentric being approximately 90 degrees from that of the crank.

It will readily be seen that though the cycle of the engine is essentially a Beau de Rochas cycle, yet a new and important element has been added and a remarkable advantage thereby gained. This new element of the cycle, viz., compression of the charge or the fluid part thereof previous to'admission to the combustion cylinder where it is again compressed, allows the filling to the requisite pressure of the abnormally large clearance space of the combustion chamber with the advantage of utilizing the terminal pressures of the combustion stroke, ranging from 10 to 80, or more pounds per square inch, discharging the gases into expansion chamber C back of piston C which their large quantity allows them to follow throughout or practically throughout the stroke. The opening is eiiected through valves J, Fig. 1, which maintain the connection between either the face of the piston D or D and the piston C during the whole of the forward stroke, the differential areas giving a preponderance of effort upon piston C in the forward direction. The next succeeding backward stroke'is rendered efi'ec-, tive through the iginition in the other combustion chamber at the end of which the gases are discharged as above into the-ex pansion chamber,. rendering in this manner each stroke'of the'engine efi'ective, the advantages of which are well known.

The fluid supply pipe 0 instead of leading directly to the nozzle within pipe K as in Fig. 13, may be led to the tank as shown in Fig. 14., whereby a small supply may be at hand in case of temporary interruption of the supply, and for other purposes. The height of the fluid is regulated in the usual manner employed in' plumbing work by a float-controlled valve. An overflow pipe is provided and a drain connection is made to some low point in the tank. The induction and drain pipes are supplied as before stated, with stop-cocks R and R which may be connected as shown for simultaneous operation. Where the fluid withinv the tank is of dangerous character it is desirable to automatically shut off the supply and drain off its contents. To do this I provide the mechanism illustrated in Figs. 14: and 21. The spring r tends constantly to rotate the valves to the right slowly because of the dash-pot r. The reciprocating portion A (Figs. 14 and 21), is provided, as stated, with a projection or finger R which, when the engine is operating normally, re-

peatedly engages the lower end of the lever R Fig. 14:, and thus keeps the valves constantly turned to their position over to the left as shown. To provide against the engine stopping in such position that the engagement would retain the valves in the position shown in Fig. 14, the projection mentioned is organized to intercept the lever B only when the engine is operating, refusing it when the engine is at rest or running slowly.

The valves controlling the eduction ports J J of cylinders 1D and D Fig. 4, are controlled alternately by the usual method upon the exhaust stroke of each high pressure piston which are thus alternately connected to the expansion cylinder C for the purpose described.

Although it is designed to operate all the parts above specified or nearly all of them, 1

in conjunction in the ordinary manufacture of the invention herein shown, yet it will be readily understood that in special forms of the engine some of the parts may be used without the others and my invention extends to such use.

It is well known that the vapors of oils, gasolene, etc, are heavier than air and therefore tend to run downward. In utilizing this effect I have arranged the inhalation passage to the engine to connect with the lower portion of the jacket or casing surrounding the oil controlling device, valves, etc., as shown in Fig. 14, instead of the upper portion, which has been the usual arrangement heretofore. The flow of air through the casing is indicated by the arrows.

It will readily be seen that the supply of air for the inhalation stroke of the combustion chamber is through the tube K from the pipe M and tank M, in which a pressure is maintained constantly above the atmosphere, the amount of which pressure is determined by the spring upon the valve M One of the advantages of using the air pressure as shown is that by means of higher initial pressure the compression stroke is enabled to fill the abnormally largeclearance space in the front end of the combustion cylinder to the requisite pressure for properly operating the engine, and to supply the rear or expansion cylinder with the gases under pressure to the end or near the end of its stroke..-

Novel features shown and described, but

not claimed, in'this case are claimed in my.

divisional application Serial No. 962, filed January 7, 1915.

What I claim is 1. In a four-cycle internal combustion engine, a combustion cylinder, an air compressor, a passage or pipe connecting the two for supplying air to the cylinder, a fuel supply in the passage between the compressor and the'combustion cylinder, and means for preventing the passage of fuel from said fuel supply into said cylinder except during a fourth stroke inthe cyclic operation of the engine.

2. In a heat engine the combination of the following elements: an engine shaft, :1. cylinder provided with a clearance space, an expansion cylinder, means for conveying exhaust gases from the first named cylinder to said expansion cylinder, moving pistons for such cylinders mechanically connected to the engine shaft, an air tank, a power compressor for supplying the tank, conduit means leading from the tank to the first named cylinder, and a fuel supply for said engine.

3. In a heat engine, the combination, with two substantially parallel cylinders and another cylinder forming substantially an extension of both said parallel cylinders, of compound piston means comprising members arranged to work within said parallel cylinders and a member arranged to work within such other cylinder.

4. In a heat engine, the combination, with two substantially parallel cylinders and a larger cylinder forming a terminal extension of said parallel cylinders-and common thereto, of a pair of pistons arranged to menses work within said larger cylinder, and means coupling said pistons together.

5. In a heat engine, the combination with two substantially parallel cylinders and another cylinder arranged at one pair of adjacent ends of said cylinders and forming a common terminal extension of both in the general direction of their length, of compound piston means comprising members arranged to work within said parallel cylinders and a member arranged to work within such other cylinder.

6. In a heat engine, the combination, with two substantially parallel cylinders and another cylinder arranged at one pair of ad- ]acent ends of said cylinders and forming a common terminal extension of both in the general direction of their length, of pistons arranged to work within said parallel cylinders, a piston arranged to work within such other cylinder, and flexible means coupling said pistons together.

7 In a heat engine, two trunk pistons and a third piston located at one end of the two trunk pistons moving in unison, and constituting a single reciprocating element, the trunk pistons closed at the ends farthest removed from the third piston, in combination with a flexible connection extending from such remote ends of the trunk pistons to the third piston, substantially for the purpose specified. v

8. In a heat engine, the combination with a cylinder, of a hollow piston arranged to i work in such cylinder and closed at one end,

a diaphragm within such piston, and means for causing a fluid circulation on each side of said diaphragm,

9. In a combustion engine, the combination, with a combustion cylinder and a hollow piston arranged to work therein, of means for supplying a cooling fluid to the interior of said piston, and means for com-- pelling such fluid to follow a definite course within the piston.

10. In a combustion engine, the combina tion, with a combustion cylinder and a hollow piston arranged to work therein, of a valvecontrolled' conduit leading to the interior of said piston and means for supplying a cooling fluid through said conduit to said piston. 11. In a heat engine, the combination, with a cylinder, and a hollow piston arranged to work therein, of means for supplying a cooling fluid to the interior of said piston, and battle means arranged within said piston for directing the flow of cooling fluid supplied to the piston.

12. In an internal combustion engine, the combination, with a combustion cylinder and a hollow piston arranged to work therein, of a fluid compressor cylinder adjacent said combustion cylinder and in communication with the lnterlor of said plston, a supmenses ply intake and a discharge outlet for said compressor cylinder, and a piston arranged to work in said compressor cylinder, the an rangement of parts being such that fluid admitted at the compressor intake passes within said hollow piston on its way to the discharge outlet. 7 v

13. In a heat engine, the combination with three separate cylinders, two parallel and a third in tandem, pistons arranged to work in said cylinders and mechanically coupled to constitute substantially a single reciprocating element, a rotating shaft for the engine, and a mechanical connection between such reciprocatingelement and shaft, of conduits or ducts for transferring combustion gases from the outer ends of said parallel cylinders to the outer end of said third cylinder.

15. In a heat engine, relatively small combustion cylinders disposed in parallel, a larger cylinder arranged in tandem therewith and opening at one end into the adjacent pair of ends of the parallel cylinders, the other or outer ends of all'three cylinders being closed, means for conducting exhaust gases from the o'uter ends of the smaller cylinders to the outer end of the larger cylinder, and pistons arranged to work in the said cylinders, in combination with an engine shaft and means connecting said pistons thereto.

16 In a compound internal combustion engine, the combination, with a high pressure cylinder and a piston arranged to work therein, of a low pressure cylinder, a piston arranged. to work therein, means for conducting exhaust from the high pressure cylinder to one end of the low pressure cylinder, fluid intake and discharge ports near the opposite end of the low pressure cylinder, and a conduit connecting such discharge port with said high pressure cylinder.

17. In a-heat engine, two small parallel combustion cylinders each closed at one end only and located atone end of a third larger cylinder orbarrel which is closed at the end opposite the small cylinders, the arrangement being such that the open ends of the two small cylinders communicate with the i open end of the third cylinder, two trunk pistons for the smaller cylinders and a double faced piston for the ,larger. cylinder,

closed ends of the small cylinders to the closed end of the larger cylinder, a rotating part of such engine, and a connection between the pistons and the rotating part.

18. In a heat engine, one large and two small cylinders, pistons for the cylinders, the two smaller being secured to one face of the larger piston and constituting a single reciprocating element, a rotating part, a connection between the reciprocating and rotating parts, in combination with means for placing first one and then the other of two of the cylinders in communication with the third.

l9. In a heat engine, one large and two small cylinders, pistons for the cylinders, the two smaller being secured to one face of the larger piston, and constituting a single reciprocating element, a rotating part, a connection between the reciprocating and rotating parts, in combination with means for placing either of said small cylinders in I a communication alternately with said large cylinder.

21. In a heat engine, three separate cylinders with closed ends, the pistons of which constitute a single reciprocating element,

the outer ends only receiving the action from the hot gases, a rotating part of such engine, a connection'between the reciprocating and the rotating parts, in combination with means for placing the outer ends of two of the cylinders in communication with the outer end of the third cylinder.

22. In a heat engine, three pistons, one of greater area than the others, the two smaller pistons secured to one face of the larger piston and moving in unison therewith, cylinders in which the pistons operate, passages connecting the free faces of the pistons within the cylinders, in combination with valves opening toward the small pistons from the larger, located in such passages.

23. In a heat engine, three pistons, one being larger than the others, mechanically coupled and moving in unison, a compound cylinder for such pistons, one cylinder being lar er than the others the cylinders conb v a t nectmg at one end, passages connecting the other or remote ends of all the cylinders, a power shaft, a crank thereon, and a connection from the latter to the inner face of the larger piston; openings or ports leading to the same piston face, in combination with one or more valves communicating with such ports.

- inder, a piston arranged to reciprocate therein, means for conducting hot gases from said combustion cylinder to said sec- 0nd cylinder on one side of said piston to the passage with connections drive the same, valved air intake and discharge ports in said second cylinder on the other side of said piston, a reservoir for liquid fuel communicating with said discharge port, and means for conducting fuel from said reservoir to said combustion cylinder. a i

26. In a heat engine, the combination, with a combustion cylinder, of a second cylinder, a piston arranged to reciprocate therein, means for conducting hot gases from said combustion cylinder to said second cylinder on one side of said piston to drive the same, valved air intake and discharge ports in said second cylinder on the other side of said piston, a reservoir for liquid'fuel communicating with said discharge port, means for conducting fuel from said reservoir to said combustion cylinder, an automatic pressure relief valve for regulating the pressure on the liquid in said reservoir, and an air conduit connecting said discharge port with said. combustion cylinder. 27. In a heat engine, the combination with a combustion cylinder of an air compressor arranged tobe driven by the exhaust from said high pressure cylinder, a fuel supply maintained under pressure by said compressor, conduit means connecting said fuel supply with said combustion cylinder, 'and' means for separately' supplying air from said compressor to said combustion cylinder.

28. In a heat engine, a cylinder, a reciprocating piston, an induction and an eduction valve cooperating with one side'of the piston and constituting an air pump, in combination with an automatic pressure relief valve communicating with the pump, a liquid reservoir with an opening to the pump, a combustion chamber, an induction passage in the chamber, and an atomizer in to both the pump and the reservoir.

29. In a heat engine, a high-pressure cylinder, an expansion cylinder, a conduit lead ing out from the expansion cylinder, a valve located therein adapted to be automatically opened by a decrease of pressure below the atmospheric pressure of the contents of said expansion cylinder, in combination with mechanism for intermittently opening such valve connected with a moving part of the engine. I

30. In a heat engine, one large and two small cylinders, pistons for. the cylinders, the two smaller being secured to one face of the larger piston and constituting a single reciprocating element, a rotating part, a connection between the reciprocating and the rotating parts, means for connecting first one and then the other of two of the cylinders to the third by use of a duct or passage, in cg mbination with a two-seated valve located within such duct, and a small valve stem extending therefrom.

31. In a heat engine, one large and two small cylinders, pistons for the cylinders, the two smaller being secured to one face of the larger piston andcons'ti t-uting a single reciprocating element, ro'tating'part, a connection between the reciprocating and the rotating parts, in combination with a passage from each of the two smaller cylinders to the largenan'd a two-seated valve in each passage.

32. In a heat engine, one large and two small cylinders, pistons for the cylinders, the two smaller being secured to one face of the larger piston and constituting a'single reciprocating element, a rotating part, a connection between the reciprocating and the rotating parts, in combination with a passage from each of the two smaller cylinders l to the larger, a two-seated valve of different area located therein, a small valve stem extending therefrom, and a spring acting upon such valve stem.

33. In a heat engine, two combustion cylinders and an expansion cylinder, reciprocating pistons for such cylinders, a valve for each of the cylinders, in combinationwith mechanism comprising a suitably actuated 34:. In an internal-combustion engine, two

combustion chambers, an expansion 0113111 her, and valves between the chambers, each having a stem and a pair of disks on each stem, the opposite sides of each disk being in communication respectively with the combustion and expansion chambers, substantially for the purpose specified.

35. In a four-cycle internal combustion 7 engine, the combination with a combustion cylinder, a piston arranged to work therein, and a connecting rod for such piston, of means'for producing positive fluid pressure on the working face of said piston and there- Linnea by securing an efi'eetive working thrust upon said rod throughout the inhalation stroke of said piston. i

36. In a four-cycle compound internal combustion engine, the combination with a high pressure or combustion cylinder, an expansion cylinder suitably communicating therewith, pistons arranged, respectively, to work in said cylinders, a power shaft, and means connecting said pistons therewith, of means arranged to produce positive fluid pressure on the Working face of the high pressure piston substantially throughout its inhalation stroke and thereby to deliver power from said piston to said shaft substantially throughout such inhalation stroke.

37. In a compound four-cycle internal combustion engine having prior to combustion a power inhalation and compression stroke of the piston within the" combustion cylinder, means for utilizing further expansion of the gases after the normal combustion'or working stroke, and means for compressing air and fuel in separate chamhers prior to their introduction into the said combustion cylinder.

38. In a four-cycle internal combustion heat engine, a combustion cylinder, a piston therefor, an inhalation passage leading thereto, a pressure tank or reservoir in com-- munication with said passage, an expansion cylinder, a piston therefor, and a-passage afl'ording communication between the cylin-,

der on one side ofthe piston and the tank or reservoir.

39. In a four-cycle internal combustion heat engine, a combustion cylinder and its piston, an air compressor, an air pressure tank arranged to receive air, from said compressor and to deliver air under pressure to said combustion cylinder, an expansion cylinder connected to the combustioncylinder, and a piston for the expansion cylinder.

40. In a four-cycle internal combustion engine, having prior to combustion an in halation stroke and a compression stroke, a combustion cylinder and its piston, means for supplying to said combustion cylinder,

during said inhalation stroke, atmospheric.

air at a pressure superior to that of the atmosphere, in combination with an expansion cylinder receiving the products of combustion from the combust1on cylinder, and a "clearance space for the latter" larger than could be filled at the requisite pressure during the said compression stroke, were the said compression to start with fluid at atmospheric pressure.

41. In a four-cycle internal combustion engine, a combustion cylinder and its pis- 'ton, an inhalation passage leading thereto,

a pressure tank or reservoir communicating W1th said combust1on cyllnder and arranged to deliver fluid under pressure thereto, an expansion cylinder, a piston for the expansion cylinder, and means affording communication between the expansion cylinder on one side of the piston and the tank or reservoir, substantially for the purposes specified.

42. In a fourcycle compression compound internal combustion engine, the combination, with the combustion cylinder of such engine and its piston, of means for supplying to said combustion cylinder practically throughout its inhalation period, air or fluid under pressure superior to that of the surrounding atmosphere.

43. In a compound internal combustion engine in-which a fluid supply is upon successive strokes first drawn Within the cylinder and then compressed, the combination therewith of means for supplying the cylin der at the beginning of its inhalation period with air or fluid under pressure superior to or pipe connecting the compressor and the high pressure cylinder, a fuel supply in the passage between the compressor and the combustion cylinder, a reservoir for the fuel supply, an auxiliary communication from the air compressor to the reservoir for supplying the compressed air pressure to the fuel, and means for preventing the passage of fuel from said fuel supply into said cylinder except during a fourth stroke in the cyclic operation of the engine.

45. In a four-cycle internal combustion heat engine, a high pressure or combustion cylinder and an expansion cylinder, pistons for the cylinders, an air tank, a passage or pipe connecting the cylinders with the tank, an air compressor supplying. the tank, a fuel supply in the pipe between the. tank and the combustion cylinder, a reservoir for the fuel supply, and a connection between the tank and the reservoir for supplying the compressedair pressure to the fuel within the reservoir.

46. In a four-cycle combustion engine, a combustion cylinder, means for supplying compressed gases to thecombustion cylinder during the inhalation stroke, an air compressor connected by suitable conduit means to such supply means, an expansion cylinder receiving the gases from the combustion cylinder, and a fuel supply for the engine entering the said conduit means.

47. In a four-cycle combustion engine,a combustion cylinder, an air compressor and ,connection between them, a fuel supply for (the engine entering such connection, means for supplying compressed gases to the combustion cylinder during the inhalation stroke, and an expansion cylinder deriving pressures from the combustion cylinder.

48. In a four cycle combustion engine, a

combustion cylinder, an induction assage leading thereto,-a piston for the com ustion 7 cylinder, an expansion cylinder, a piston therefor, and a connection leading from the expansion cylinder on one side of'its piston tion passage and combustion cylinder.

49. Ina four-cycle combustion engine, a

combustion cylinder and its piston, an air compressor, a passage or pipe forconducting compressed air from the compressor to the combustion cylinder, means for feeding fuel into said passage between the compressor and the combustion cylinder, means for controlling such feeding means, and a storage reservoir connected to'said compressor for '20 placing the fuel under pressure prior to its entry into said passage. v

50. In a four-cycle combustion engine, a

combustion cylinder and its piston, an expansion cylinder and. its piston operating upon successive strokes, an air compressor feeding the first cylinder, and means for causing a supply of fuel to be added to the air after leaving the compressor. I

51. In a four-cycle combustion engine, a combustion cylinder and its piston, an expansion cylinder and-its piston operating oupon successive strokes, an air compressor feeding the combustion cylinder, and means for causing a supply of fuel to be introduced between the compressor and the combustion cylinder. 5

52 In 'a four-cycle combustion engine, a combustion cylinder, an air compressor, a connection between them, a fuel inlet'entering such connection, an expansion cylinder deriving pressures from the combustion cylinder and means for placing the fuel under super-atmospheric pressure. a

53. In a four-cycle combustion engine, a combustion cylinder, an air compressor, a connection between them, a fuel inlet entering such connection, an expansiomcylinder deriving pressures from thecombustioncylinder and means for separately compressing the fuel. I a

54:. A four-cycle internal combustion en-.

a gine comprising the, combination with a combustion cylinder, a piston arranged to work therein, and a crank shaft connected 55 to the piston, of means for compressing and storing air outside ofthe combustion cylinder and introducing the same at the beginning of and substantially throughout the inhalation stroke of said piston, and means for introducing fuel into the compressed air substantially as it enters the said cylinder.

55. A four-cycle combustion engine comprising the combination with a combustion cylmder, a plston arranged to work therein,

' and a crank shaft connected to the piston,

of means for compressing and storing air outside of the combustion cylinder, meansintermediate the compressing means and the compressing means for further increasing the pressure of such air, means for introducing the air under "such resultant pressure substantially throughout the inhalation stroke of said piston and thereby delivering power to the crank shaft, and means for admixing fuel with the compressed air substantially as it enters the cylinder. 57. In a four-cycle compound combustion engine, in combination, means for compress ing the air for the charge in two stages prior v to combustion, means for introducing the fuel into the said air between the stages, and

a low'pressure piston receiving the hot pressure gases at the end of the working stroke within the combustion cylinder.

58. In a four-cycle compound internal combustion engine a combustion or high pressure cylinder provided with a piston and asuitable intake, an expansion or low pressure cylinder having a piston arranged to work as' a fluid compressor, means for conducting exhaust gases from the high pressure cylinder-to the expansion cylinder, apressure tank or. reservoir, a passage for conveying compressed fluid from the low pressure cylinder to the tank, another passageconnecting the tank with the intake of 1 i the high pressurecylinder, and valve means in said passages for controlling communication between said tank and the low pressure cylinder, and forcontrolling the admiss'ion of compressed fluid from said tank to the high pressure intake. 1

59..In a I four-cycle compound internal combustion engine, a high pressure cylinder,

. a low pressure cylinder, a. suitable vconduit 7 connecting the two cylinders, means for compressing a fluid by power derived from the low pressure cylinder, a tank or reservoir arranged to receive such compressed fluid and to malntain. the same atsupersatmospheric pressure, and means for admitting com- 126- pressed fluid from said tank to the high pressure cylinder.

60., A four-cycle internal combustion engine comprising the. combination with a combustion .cylinder, a piston arranged to 18.

work therein, a crank shaft suitably connected to said piston and suitable admission and exhaust valves, of means for supplying fluid under super-atmospheric pressure to said cylinder at the beginning and substantially throughout the inhalation stroke of the piston whereby said piston delivers power to the crank shaft during the entire inhalation stroke.

61. In a compound internal combustion engine, the combination, with a combustion cylinder and a piston arranged to work therein, of an air pump having a piston and arranged to supply air, under pressure to said combustion cylinder, the two pistons be ing arranged to reciprocate at the same rate, and the volumetric displacement of the pump cylinder piston per stroke being more than three times that of the combustion cylinder piston.

62. In a compound internal combustion engine, the combination, with a combustion cylinder, of an expansion cylinder having a cross sectional area at least four times that of the combustion cylinder.

63. In a compound internal combustion engine, the combination, with a combustion cylinder, of an expansion cylinder the volume of whose working space isat least four times that of the combustion cylinder.

6 In an internal combustion engine the combination, with a plurality of combustion cylinders and hollow closed-end pistons arranged to work therein, of means common to said cylinders for effecting positive circulation of a cooling fluid within said pistons. V

65. In a four-cycle internal combustion engine, the combination, with a combustion cylinder provided with a suitable intake, of a fuel reservoir, an air compressor arranged to supply compressed air to said fuel reservoir, means for conducting fuel under pressure from said reservoir to said intake, and means for separately conducting compressed air from said compressor to said intake.

ELMER A. SPERRY.

Witnesses:

ROY C. Fosrnn, E. B. PHILLIPS. 

